Accelerator timer control



Aug. 15, 1939. BLOXSQM 2,169,216

ACCELERATOR TIMER CONTROL Filed Oct. 14. 1937 Patent! Aug. 15, 1939 UNITED STATES PATENT orrlcn 10 Claims.

The invention relates to improvements in apparatus for automatically shifting the change speed gears 01' a motor vehicle tron, .elther conventionally'or in accordance with the a speed of such vehicle. More particularly, the invention relates to a device in a"class described including means for timing the preselectioh and shifting oi gears upon movement of the accelerator pedal.

10 It is an object of the invention to provide improvement in the construction of gear shift mechanisms disclosed by Harold W. Price in application for United States Letters Patent Serial No. 116,983.

iii A further object of the invention is to provide simple-and effective mechanism whereby the operation of the clutch and the shifting of gears are coegtrolled in pr p r sequence by the accelerator p al.

go Still another object is to provide in a power operated gear shitting mechanism preseleetor timing means controlled by the movement 01' the accelerator pedal for controlling the sequence of events in the gear shitting-mechanism.

25 Still another object is to provide in a device or the class described motor means for .establishing setting of the tron, speed responsive means for controlling the motor'means, and an accelerator operated preseiection timing switch so whereby the proper sequence oi operation is as- 7 Still another object is" to provide a power operated gear shift deviceincluding mechanism operable during movement oi. the ignition switch 5 from the on position ior returning the transmission gears to neutral position.

Other objects. together with the foregoing, will become apparent from the following specification considered together with the accompanying 4o drawinginwhich: i

- Fig. l is a diagrammatic illustration showing all 01 the essential features of a device comprising the present inwention.

Pig. 2 tea detail viewshowing mechanical lea- 45 tures oi the preselector timer comprising an ele- 'ment of the, invention. a

Fig.3 is anenl rged view 01a switch comprising an element or the invention. I

' -lhe gear shitting otthe present so invention is of general utility in variable speed devices but is particular utility inmotor vehicles employing change speed transmissions ior transmitting power from the prime mover to the driven elements of the vehicle. The descrip i s; tlon o! the invention will be qi fl c cd *0 it! 118% in such environment but it is to be understood that the invention is not confined to such use, reference thereto being made only by way 01" illustration.

The invention contemplatesthe use of mecha- 5 nisms which are instrumentalin shitting the gears oi. a selective speed transmission through their various speed ratios, either conventionally, as by gear shift lever, by a change gear selector switch, orautomatleally through me ineluding an accelerator operated switch in conjunction with speed responsive mechanism.

in the drawing a selector switch is'generally designated at ID. This switch may be mounted at any convenient point on the vehicle as, for example, the steering column whereby the switch will be readily available for operation by movement ot the hand. The switch ll comprises a shaft H upon which is fixed a finger-tip control lever l2 projecting outwardly from the selector g switch unit through an H-slpt designated as ll and which is provided with recesses I to flincluslve., 'The parts of the switch it mounted upon the shaft I l are shown in open viewin order that the construction and operation oi this phase oi the invention may be made-apparent as the description continues. As will more iully appear the switch unit constitutes a manually operated selector switch including a dummy gear shift lever II, which isselectively movable to various control pomtions in simulation 01 the. movements oi the conventional manually operable gear shiit lever.

Llandioi'the H-slot ",respectively, illustrate the positions 01' the lever II when the gears are to be shiited to iow, second, or high speed, while recess I illustrates the much or thelever liwhen' the gears are to be shiitedto reverse. Recess} determines the position of the lever I! when utilizing an automatic 01 11 gears through cooperation wltlrspeedve means as will'hereinaiter be described. v

It will be here noted'that the shatt ji of the selector switch It isconstantly urged to the right as illustrated inl'lg. 1 by means (not shown) and a; inthismanner thelever iiisretainedinanyot "therecessesl'tolaiterbcingmanuallymoved to the desired recess.

As above indicated, the shaft ll of the selector switch it is bodily and. angularly movable. o Keyed uponshait ll isarotor ll comprlsingm msunune disc "to which is attached a conducting disc I! by-means of contactor studs II and I! which are thus electrically interconnected. The rotor 2| is positioned between contact carrying discs and whichhaveflxedcoaxialposltions on opposite sides of the rotor 2|. An open view of this construction is shown in the drawing in order to more clearly illustrate the invention and the operation thereof.

The contact disc 23 is provided with contacts I',G,N,Randil,andthecontactdiseflis provided with contacts 2', N, I and it. The contact sectors I9 and I! are so constructed as tobeincontact withstud I2 onthe rotor 2|,the remaining contacts being so arranged that the studii willcontactwithasingleoneofthese contacts, depending upon the position of the control lever l2.

The left-end of the shaft H is of insulatin material except for conducting areas which are adapted to engage the contact members 25, 2G, 21, ill and 29 in a manner that will he further described.

At II is illustrated the conventional three speeds forward and reverse throu h which various speed ratios are selectively provided between the driving rotor and the clutch V and drive shaft mechanisms (not mown). The

ll comprises conventional shift rails II and I! adapted to he engaged by lever 33 whereby the desired shiftmaybe eflectcd. Shift rail ll isprovided for the shiftingof gears to secondandhigh speeds.whilethcshiftrallfl is provided for the shifting of gears to low and reverse The lever 33 is universally mounted at its upper end 35 within the cover plate of the transmission and has an upward projection 36 whereby amamialshiitlevermaybedetachahlysecured to the lever 33 in event itis desired for any reason to resort to conventional shifting of gears.

In addition to the indicated modifications of the conventional selective three speed transmis sion a bodily and angularly movable shaft I1 extends intothe on housingandispro- Med with an arm 88 ailixedtotheend thereof. Thisarminturnthelowerendof the leveruinsuchamannerthatangularmovementui'the shaft 31 will eflfectiongitudinal distofoneoftheshiftrailsli andlLdependin upon the axialposition otthe shaft 31.

Asthcmventlonisparticularlydirectedtothe provision of remotely controlled power means operating a'selective speed on an essential feature of theinventionisthe power undying which comprises a. solenoid operated control valve unit generally as a power unit comprising a double-ended shiftmotorCl,andacross-shiftmotor1i.

V Thevalveunit l5 preterablyahousin: I inwhich are positioned valves l1, 4. and I! to plungers which serve as armatm'esandhayeaslidingfltwithinsolenoidsil. Land ",securedtothehouslmtli; the

portswhichareconnectedrespeotivelytothe upperandlowerendsoitheshittmotorflhy conduits I3 and N. to the shift motm' II. by theconduit55,totheininkemanifold$ofih vehiclemowrbyacondidtfl.andtothe Vhyaconduitll;

engagement withthe lever 81' of a switch I and serves to actuate contact members '4 and It to make and break circuits through fixed contacts SI and ".asishestshownlnFig. 3. Itisbelieved apparent that movement oi! the lever 62' will cause movement of the head it about its fulcrum l, which in turn causes movement of the contact members lit and 66 whereby desired circuits will be made and broken, as will later be described.

The cross-shift motor Ii is preferably a diaphragm cylinder having a flexible diaphragm it normally held in upward position by a pressure spring 11. A rod I8 is connected to the diaphragm l6 and also to a bell crank lever 19, the opposite end of which engages spaced projecting ears on a collar I iixed to the shaft 31. with the rod II normally urged upwardly. the shaft 31 is normally held in engagement with the shift rail Ii, this being the normal neutral position, and hence compares with the normal neutral position of the lever l! in the recess 6 of the H- slot II. Arodflilsalsoconnectedtothebellci-ank lever I! and has its opposite end connected through a loose connection it to thehousing of an interlock switch 01. The loose connection. constiimtes a time delay connection in that cross- -wise movement of the cross-shift linkage may be substantially completed before the. interlock switch 81 is moved.

The interlock switch Tl comprises a split plate having two insulated sections which make wiping contact with fixed terminals 08, 89, MI and Ill.

Itlsapparent thatwhenthe switch Sl'is inthe position shown in Fig. 1, terminals ll and 59 are electrically interconnected while terminals lill and "II are similarly interconnected.

In order that the power shifting of gears may take place, if desired, in accordance with the of the vehicle a governor operated mechanism i2! is connected to the speedometer cable II. The details of this governor operated switch comprises no part of the present invention. Sufflceittosay,thatsuehissoconstrocted that at speeds. for exampl under fifteen miles per hour, the terminal I21 is connected to the output pole ltl, while at speeds above fifteen miles per hour a connection is made between the terminal I and the output pole III.

A lurther important element of the invention is a i; ratchetswitch III which will now bebrieflydescrlhed. 'lhisswitchissimilarin construction to the selector switch ll, already described. The fixed contact carrying disc I19 of the switch III is provided with contacts (3'; l" and I". which are connected respectively to the contacts 0, i' and R of the selector switch ll, whileafourth terminaiAonthedisclsconnectid to the-mitput post ill of the governor switch II. torswitch Il,ismountedontheswitchshaft I31 and has electrically connected contact studs I15 and II. the former of which is in constant ent with contact sector G, while the latter one of the'remaining contacts. dependingupon the switch position. This position is determined by the operation of solenoids I46 and lil through on with pawls ill and lil for toothed disc I, mounted upon a M III. The pawl ill is a locking pawl normallyurgedtolockingengagementwiththedlsc Ill by tension spring I.

Fora purpose tally apparent a second rotor I, similar A rotor ill, similar to rotor" of the selecon the switch Illl is changed the circuits closed 4 aneaais to rotor III. is mounted upon the shalt olv the progressive ratchet switch I. This rotor has electrically interconnected contact studs ill and I". which are adapted to engage conductor sectors I08 and Ill on a tired blochill. The respective contact members are so positioned upon the rotor Ill and the block III. that a circuit is closed therethroughat all times except when the switch shalt is so positioned that an electrical connection is completed through sector G and contact I" of the switch.

' Energization of the solenoid III disengage: the locking pawl Ill and hence permits the shalt ill to be rotated clockwise by a spring I to its on position, at which time the stud III engages the contact I" on the disc Ill. Ii. on the other hand, the solenoid III is, successively energised and de-energized the pawl Iii engages thedisc I43 and rotates this disc prograsiveiy in a 'step-by-step manner in a counter-clockwise direction. 1

The conventional storage battery I" is grounded at I" and is connected through the ignition switch Illand conductor III to an arm i" of a timer s'witch ltd: The arm I" is con-' nected throu h a rod I to the accelerator pedal llt whichis in turn attached to a button I" extending'upwardly through the door board I. and provided witha'compressicn spring III. By means of this construction the throttle opening is controlled by a connection to the carburetor (not shown) through a link I06. when the accelerator pedal I85 is normally retained in idling position through the influence of the spring III the arm I'll contacts sectors It], It! and I o! the timer switch whereby a connection is completed from the battery III to such sectors. 3 v It should be noted that these sectors are so constructed thatit the accelerator pedal is depressed and the angular position of the arms "I by the switch III areprogressively made and broken to eitect desirable-functioning oi the device of the invention. l I

As is shown in Fig; 2, arm I" oi switch resiliently urged toward the switch disc: by means of a compression spring I" mounted upon a supporting axial". This construction serves thedual function of maintaining an electric contact between the arm I'll and the sectors III.

I82 and I and producing a decelerating and n timing eilect uponthe motement oi thearl'n "I about its axis "U.-

desdribingthewlrehobkupoltheele merits above described, solenoid I. of the valve "unit I is connected to the contact "of these- ,lector switch II and also to the solenoid I or the progressive ratchet switch I.

Solenoid II" which controls the shitting of.

gears to second and speeds is-wired to contacts II 0! the switch it, terminal I21 01 the governor operated switch II! and to the contacts it, I and 2", respectively. or the selector and P ogressive ratchet switches II and I'll. Solehold n which controls 'ule'sniiung or tears to low'and nisli speed'pcsitionsiswired to contact oi the switch". terminal III oi the governor operited switch in and to terminals l" and i", a

respectively; or the. selelnonand progressive ratchet switches}! and- Ill. .The neutral contactll'oi switch. is wired both to the contact I. of the 'interlock switch ll amdt'o the contactn o! meseie o switch ll. comm u-;-il of llthe flu and ii oi the interlock switch,

the selector switch ital-a to m is I1 and selector contacts II and It oi the selector switch II are connected to contact III oi the interlock switch ll.

Energy from the battery I'liis conducted through the ignition switch I'Ilto'the arm I'IQ of the timer switch I and, when the accelerator pedal It! is in idling position. to sectors ltl, It! and III oi the switch. From thesector Ill current is conducted to the solenoid Ill oi the clutch releasing mechanism generally designated as Ill. illumination of the solenoid lill serves to connect the intake manifold II to the cylinder I I2 whereby the clutch pedal III is actuated and the clutch is disengaged. From the sector I82 on the timing switch I" current is conducted to the solenoid ilt of the progressive ratchet switch I" while current from the sector Ill is gears of 'theon ill will be in neutral positiombut, if desired, the clutch pedal I may be dep manually. The starter switch is" then caused to crank the engine whereby a vacuum is made available withinthe intake manifold It. This vacuum is utilized for control-.

ling the clutch through the operation of a solenoid actuated valve generally designated aslIfl and which maybe of any desired construction but is preferably of the type disclosed in my prior Patent No. 1,911,599. Thesolenoid actuated valve m, initially energized gvnen'nle ignition switch I" is closed, admits vacuum to the cylinder III whereby suction is applied to the piston III at the instant the engine starts. The operator may now remove his ioot from the clutch pedal III and in event the clutch pedal was not previously depressed the application of vacuum within. the cylinder III will cause the .clutch pedal Ill to,be depressed immediate y upon starting or the vehicl motor.

Asabove stated. theel ents oi the tra mlssion are at this time in neutral position. The spring-l1 oi the cross-shift motor I! biases the 4 of the-H-slot II to position Iwhereby aclr'cuit is established through contacts, is and a of the selector switch It to thecross-shilt valve solenoid ll whereby vacuum is admittedthrough conduit I to the cross-shift motor" and the lever 13 is brought into-engagement with" the low and shift rail 82. A circuit is also made from the battery I15 to the solenoid-"through con- I lever it into engagement with the high and sectaste it and it of switch It. contacts II and III 0;! interlock switch I] and cont'act sector" II and oi the selectorswitch qo' II, but energiilatlon oi'the solenoid it connects the upper compartment oi the shiitmotor It to the intake-manifold II and theshai't I!v moves upwardly to rotate, the shaft Il counter-clockwise and hence td move shiit rail)! iol'wardiy to shift the gears of the transmission into low speed position. Each time the accelerator pedal I85 is depressed certain of .the circuits as above described will be open including the circuit throughsolenoid III of the clutchrelease mech anism whereby the clutch will be permitted to engage, the movement of the vehicle will be initiated in low speed.

A feature to be here noted is that when the piston BI is actuated to move either of the shift rails 3| and 32 the lever 61' is actuated to operate switch 63. If, for example, the piston il moves upwardly when either first or highgear is established the switch Glis operated to make a circuit to solenoid 5| by virtue of the engagement of contacts 85 and 68 (see Fig. 3). {I'his feature insures a shift to the neutral position prior to a subsequent gear shift operatio As the timer switch I de-energizes the gear shifting elements when the accelerator pedal is depressed, it is apparent that no operation'of the power shifting elements will take place if the position of the gear shift lever I2 is altered while the accelerator pedal I is depressed. To shift to second speed. it will he assumed that the lever I2 is shifted to the recess 2 of the H-slot I3 while the accelerator pedal I is depr 'I'he accelerator pedal is then permitted to return to idling position and hence 'to re-energize the power shifting elements by closure of the switch I".

A circuit is thus established to the solenoid 5| through contacts 26 and 21 of the selector switch to and through contacts 98 and III of the interlock switch 91, thence through contacts I! and 2' of the selector switch ill and to the solenoid 5|, which will admit vacuum to the lower compartment of the shift motor 60. As the crossshift solenoid 50 is de-energized a cross-shifting of the shaft 31 will automatically take place under the influence of the spring II as the piston ll moves downwardly.

As this cross-shifting takes place interlock switch 91 will be rotated in a counter-clock direction to the position shown in the drawing, thus establishing a circuit from the battery I" contacts 28 and II of the selector switch III, to and through contacts I". "ll of the interlock switch 91 and contactsl! and 2' of the selector switch it to the solenoid SI whereby the downward movement of the piston ii of the shift motor 60 is continued to complete the shift to second gear. Depression of the accelerator pedal I85 will then initiate movement of the vehicle in second speed by permitting the clutch to re-engage as explained above in conaection with shifting oi gears to low speed pool- To shift to high speed, the selector shifted to the recess 3 in the H-slot II. when the timer switch I80 is closed a circuit is closed through the contacts 26 and 21, thence through interlock switch 91 to sector- I! and contact I of selector switch II. Current is thence-con ducted to solenoid 62 whereby vacuum is admitted to the upper end of the shift motor 60. Piston ll hence moves upwardlyand rotates shaft 31 in a counter-clockwise direction to move shift rail 3| and enmesh the high speed gears of the transmission The description will automatic operation of the device of the invention wherein shifting is controlled through utilisation of the speed operated switch I" and the progressive ratchet switch I.

lever 12 is contacts I", 2"

of the be now directed to-the Closure ofthe'ignition switch I" will cause current toflowthrough theconventlonalignition equipment through the conductor I and will also close a circuit-to the timer switch III, which is operatedhy the acceleratorpedal Ilithrough rod Ill, Astheacceleratorpedalismovedto itsldlingpositiontheswltchaim III makescontact progressively with the sector plates III, III and III.

Contact with the sector plate III causes current to flow therethrough to solenoid I ll whereby the valve to the clutch throughout cylinder III is opened and power is admitted to the cylinder to eflect diseent of the clutch.- Contact between the arm and the sector II! energizes the solenoid ISI 01' the ve ratchet switch I to set the pawl Iil of the progressive ratchet switchinapositiontobeopcratedbvthespring II! tomove the disc Ill one step in a counterclockwise direction. By virtue of this'function, repeatedclosuresofthiscircmtwill causea step-hy-step rotatitm of the disc I43 toeil'ect successive contacts between the sector G'- and the and A. Energization of solenoid I45 of the progressive ratchet switch withdraws the locking pawl Ill so that the disc III is free to rotate in a clockwise direction under the influenceofsprlng lfltoresetthe disc I in its initialpcsition. Such action also setsthe disc Ill so that the contact studs Ill and m are dis connected from the sectors I93 and 1 for a purpose that will be made apparent. Contact of the arm I]! with the sector Ill completes an electric connection from the contact points 2' and I riding upon therods II of the switch II.

When lever I2 is moved from position i, where itordinarllyremtothe leftsideofthe l-I-slot lltherod Ilismovedtotheleftsothatan electrical connection is made between contacts liandlsandawobetweencontactsll Aclrcuitisthusclosedthroughcontacts 2! and 29 to the solenoid lliwhich releases the locking pawl Ill toallowthedisc Illtoreturn toits initial positionso that the stud I e ages contact I". Apamllelcircuitisalsocompletedfrom the contact 2! through the cross-shift solenoid 5. whereby vacuum is admitted to the crom-ahift motor 45 to pull the cross-shift linkage II into contactwith theshiftrail II sothat itisin position for swear-shift tofirst orreverse gear. The interlock, switch 91 is moved so that contacts II and "I, and I9 and Ill, respectively, are inter- A circuit having been cloud between contacts I and II, the contact point 9! of interlock switch I is en and current flows through contactslland Ill tosectors Ilfand Il'ofthe selector-switch II,

.Tlaeforegoingoperationstakeplaceasthegear lever liismovedi'mmitsneutralpositiontowardthesloti.

Whenthelever I2 reaches slot I'acircuitlsmadethroughsectcrlltocontact G,thencetoasector0'oftheprogressiveratchet switch Ill. 'lhisenthecontact I'otthe ve ratchet switch whereby solenoid l2 powershiitingmcchanismisactuatcd to vnclmmtotheshift-motorllsothatthe gearsareflliftedintoflrstpoaltionorlowgear.

and ll.

As thegearshift 1mino allowedto drift into the slot I the circuit through the contact 2| k-hrokmandasecohdcircuitlsestablished hroughcontactI'Itotimesectorlllofthe-dise Ill.- The veratchet Switch I being intheflrstposltionnocontactismadethrm themtorlllbetweensectors "land "land .fuel control element, and means operable by hence current cannot flow by way of the interlock switch to energize the cross-shift solenoid 50 and shift the gears to neutral if the timer switch I80 were left in idling position with arm I19 in. contact with the sector I83. The vehicle will therefore proceed in low speed.

The accelerator timer switch being moved again, the progressive ratchet switch II is moved tothe position 2" by means of spring operating pawl Iil so that a connection is made between G and 2? whereby solenoid 5| is energized and the gear shift linkage is moved to a neutral position under the influence of spring 11 of the crossshift motor I5 and thence into second gear by continued operation of the shift motor GII.

The accelerator timer switch being moved again, the progressive ratchet switch is moved to the position A, thus energizing the contact I28 of governor I25. Below fifteen miles per hour, the contact I28 is energized to keep the gears in second position. 0n the other hand, above this speed the contact I2! is energized to shift the gears to third or high speed when the accelerator .pedal I85 is in idling position and the clutch is therefore disengaged.

From the foregoing it will be seen that after the governor position of the progressive ratchet switch III! is made, selection of gear ratio depends entirely upon the speed of the vehicle; for example, if the accelerator be released at speeds of fifteen miles per hour or less, no gear shift would take place and the Vehicle would continue to operate at the previously selected gear ratio.

If, however, the accelerator pedal be released at a speed in excess of fifteen miles per hour the transmission would be shifted and the vehicle would then operate in third or high speed. The device will similarly operate in a reverse manner when changing from high speed to second gear.

With automatic operation of the device as above described the transmission is left'in second gear unless provision is made to shift the gears to neutral. Such provision is made by providing the fixed terminal 69 in the switch 63 as best seen in Fig. 3 and connecting such terminal through a conductor I13 to a wiping contact I14 in the ignition switch Ill. with this arrangement, when the ignition key is being turned to open the ignition circuit and the shifting control circuits, a circuit is momentarily made from the battery to solenoid 52 and vacuum is admitted to the proper end of the shift motor ill whereby the shift will be returned to neutral position before the motor is stopped. It is therefore apparent that the gears are automatically returned to the neutral position before subsequent starting of the vehicle motor.

In accordance with the foregoing, the invention provides a power actuated mechanism for operating both the transmission and the clutch of a motor vehicle, such device comprising a single selector switch which may be utilized to pre-select gear changes in a conventional manner or to render such pro-selection automati' movement of the fuel control element at idling position for timing the operation of the clutch and the selector valve in a manner that the gear shifter is actuated when the clutch is released, said means comprising a sequence switch to open and close a clutch control circuit as the fuel control element is moved respectively to and from idling position.

2. In a device of the class described the combination of a. power operated gear shift including a selector switch for controlling the application of power to the shifting mechanism, a power operated clutch, a fuel control element, and switch means operable by the fuel control element for energizing the clutch mechanism prior to closure of the circuit through the selector switch.

3. In an automotive vehicle having a clutch and selective speed transmission, power means for operating the clutch and transmission, electrical control means for said power means, switch means for energizing said control means, and means controlled by said switch means for re turning the transmission gears to neutral during the movement of the switch means tothe'off position.

4. In an automotive vehicle having a clutch and selective speed transmission, power means for operating the clutch and transmission, electrical control means for said power means, switch means associated with the ignition switch of the vehicle for energizing the control means, and means controlled by said switch means for returning the transmission gears to neutral during movement of the ignition switch to the off position.

5. In a device for operating the change speed transmission of a motor vehicle the combination of motor means operable to effect setting of the transmission, speed responsive means operable in accordance with the speed of the vehicle to control said motor means, a power operated clutch, a fuel control element, and means operable during movement of the fuel control element to idling position for energizing the clutch mechanism and thereafter energizing said motor means, said means including a clutch control circuit, a control circuit for said motor means, and a sequence switch connected to the control element and adapted to close said circuits in sequence as the control element 'moves to idling position.

6. In a gear shifting mechanism for automotive vehicles, power means for releasing the clutch and effecting settings of the transmission, electrical control means for said power means, speed responsive means for energizing .said control means in accordance with the speed of the vehicle, a fuel control element and switch means operable by movement of the fuel control element to idling position to close a clutch controlling circuit and to thereafter energize the gear shift power means.

7. In an automotive vehicle havingv a selective speed transmission, a source of power, a power operated clutch, a power operated gear-shifter including a selector valve controlling application of power to the shifter, and a timing unit operatively connected to the accelerator pedal and adapted to move the selector valve in proper relation to application of power to the clutch and the gear shifter.

8. In an automotive vehicle having a transmisfor application of power to shifter to return the gear: to a neutral position.

10. In an automotive vehicle having a transmission. a source of power, a power operated clutch. a power operated gear shifter including a selector valve controlling application of power to the shifter, and a timing unit controlled by the accelerator pedal for correlating position of the clutch, movement of the selector valve from one position to another, and actuation of the gear 10 ALLAN P. BLOXSOM.

CERTIFICATE OF CORRECTION Patent No. 2,169,216. August 15, 1959.

ALLAN P. BLOXSOH. It is hereby certified that error appears in the above numbered patent requiring correction as follows: In the drawing, the portion of Figure 1 showing segments 18 182 and 185, should appear as shown below instead of as shown in the patent and that the said Letters Patent shouldbe read in that the same may conform to the record of fice.

Signed and sealed this ZLLth day of October, A. D. 19 9.

(Seal) Henry Van Arsdale,

Acting Commissioner of Patents.

with this correction therethe case in the Patent 0ffor application of power to shifter to return the gear: to a neutral position.

10. In an automotive vehicle having a transmission. a source of power, a power operated clutch. a power operated gear shifter including a selector valve controlling application of power to the shifter, and a timing unit controlled by the accelerator pedal for correlating position of the clutch, movement of the selector valve from one position to another, and actuation of the gear 10 ALLAN P. BLOXSOM.

CERTIFICATE OF CORRECTION Patent No. 2,169,216. August 15, 1959.

ALLAN P. BLOXSOH. It is hereby certified that error appears in the above numbered patent requiring correction as follows: In the drawing, the portion of Figure 1 showing segments 18 182 and 185, should appear as shown below instead of as shown in the patent and that the said Letters Patent shouldbe read in that the same may conform to the record of fice.

Signed and sealed this ZLLth day of October, A. D. 19 9.

(Seal) Henry Van Arsdale,

Acting Commissioner of Patents.

with this correction therethe case in the Patent 0f- 

